Attachment for locomotives



May 26, 1925. 1,539,335

c. STERN ET AL ATTACHMENT FOR LOCOMOTIVES Filed May 1922 5 Sheets-Sheet 1 glwu'zafloz 'Ckarzes 52km and Richard ZUalZace Braden) C. STERN ET AL ATTACHMENT FOR LOCOMOTIVES May 26, 1925. 1,539,335

Filed May 4. 1922 5 Sheets-Sheet 5 gwwnioz harles J'Zerm and Richard ZUaZZaceBmdew C, STERN ET AL ATTACHMENT FOR LOCOMOTIVES Filed May 4. 1922 5 Sheets -Sheet 4 gvvtk'nio'z Charles 556m and, Richard wallZacejBraden v aw .4 V i f 6 z 4 7 Z6 i E A h A K Ha 4227 4/ 41,, O ab v 4;

May 26, 1925. 1,539,335

c. STERN ET AL ATTACHMENT FOR LOCOMOTIVES Filed May 4. 1 5 SheeLsPSheet 5 Clea/ 2:25 Sign?) and Richard walzace Braden) I I y Patented May 26, 1925.

UNITED STATES CHAR-LES STERN, OF JERSEY CITY, AND RICHARD W. BRADEN, 0F NEWARK, INTEXV JERSEY, ASSIGNORS TO B. 85 S. MANUEAC'IURING PRODUCTS CORPORATION, 015 JER- SEY CITY, NEl/V JERSEY, A CORPORATION OF NEVJ JERSEY.

ATTACHMENT FOR- LOCOMOTIVES.

Application filed May 4,

To 1? 007mm. it may comer-at.

Be it known that we, Cnannns STERN and RICHARD W. BRADEN, citizens of the United States, residing at Jersey City and Newark, respectively, in the counties of Hudson and Essex and State of New Jersey, have invented certain new and useful Improvements in Attachments for Locomotives, of which the following is a specification.

The present invention relates to improve ments in attachments for locomotives and more particularly refers to a device for lubricaiting the moving parts of the steam chest and cylinder without regard to whether the locomotive is under power or is drifting, and to further operate to break the vacuum tending" to occur when the locomotive is allowed to drift or is being towed.

lt is an object of the invention to provide for the adequate lubrication of the sliding valves in the steam chest and the piston in the cylinder by mingling with the incoming steam quantities of an appropriate oil and by insuring that the lubrication will take place as well when the throttle is: closed as when the locomotive is being propelled under power.

Another object of the invention resides in irovidingr a. device for assuming the function of lubricating in the manner and under the conditions above indicated, which will be of a compact construction capable of mounting in connection with the valve chest and steam supply pipe. and in which the parts controlling the flow of the lubricant will be under the automatic governing action of the steam within the steam chest, and wherein a further supply of steam will at all times be. caused to circulate through the device and to be supplied in a requisite volume to the steam chest to break the vacuum which drifting of the locomotive or its towing tends to cause, said vacuum breaking steam being arranged to pick up lubricant in the device and circulate it through the steam chest and cylinder and in and upon the parts contained therein.

No small trouble and annoyance has been experienced heretofore in the proper lubrication or the internal parts of locomotive cylinders and valve chests, and faulty lubrication has proved a fruitful source of breakage of parts and the premature wearing of 1922. Serial No. 558,398.

piston rings, pistons and cylinder walls and has required the frequent removal of such rings and their pistons, the removing of carbon, and the regrinding or .reboring of scored cylinder walls.

It is therefore a further object of the invention to provide a device which by its accurate and timely operations will cause the faithful lubrication of these parts and to further provide for the cushioning of the steam pistons and their reciprocating parts and to keep the superheated units moist while the locomotive coasting or drifting.

\Vith the foregoing and other objects in view, the invention will be more fully described hereina'fttn, and will be more particularly pointed out. in the claims appended hereto.

In the drawings, wherein like symbols refer to like or correspondin parts throiurhout the several vien s,

Fig. 1 is a diagrammatic view of an improved device constructed according to the present invention, illustrating in conjunction with a. lubricating reservoir and the valve chest and steam cylinder, together with. appurtenant parts, of a locomotive:

Fig. 2 is a vertical section of the lubricating device partly in elevation and with the parts in one position;

Fig. 3 is a complete vertical sectional view of the iml'iroved device with the parts shown in a subsequent position;

Fig. l is also a vertical section, with the top portion of the device removed and turned at substantially right angles to Fig. 3;

Fin. 5 is a fragmentary top plan view of the device shown in Fig. at, and,

Fig. 6 is a view in side elevation with parts broken away.

Referring more particularly to the drawings, 1 designates in a diagrammatic way the power cylinder of a steam locomotive. and 2 the valve chest which is mounted in conjunction therewith. At 3 is represented the steam supply pipe which admits the steam or other driving medium to the steam chest 2 under control of the throttle valve.

According to the invention, there is provided a lubricating control device, the shell or casing of which is designated at 4: and which is put in communication at its lower end with the valve chest 2 by the use of a pipe 5 and in connection with the boiler or other suitable supply of steam at one side by a conduit or pipe 6. The improved device is further placed in position to receive lubricant from a reservoir 7 mounted at a convenient position upon the locomotive and preferably at an elevation above the control device 4 to the end that lubricant may flow by gravity from the reservoir 7 down through an inclined tube or pipe 8 to the control device, and after circulating therethrough under certain conditions hereinafter described being permitted to leave the control device 4 through a pipe or tube 9 which connects with the steam supply pipe 3.

After outlining the general organization of the device and its relations and functions to the above described parts of a locomotive, we will now proceed to a more detailed description of the control device itself and invite a more particular reference to Figs. 2 to 5 inclusive The shell or casing 4 is of a generally circular or cylindrical form, although it is composed of diiferent diameters at various elevations, and has its axis disposed substantially vertically. The opening 10 at the base of the casing or shell 4 receives the upper end of the pipe 5, while the hollow boss 11 at the side of the casing is provided to receive the steam conduit 6 by which a desired quantity of the steam or other driving medium under a suitable pressure from an appropriate source is led into a central portion of the casing or shell whereat a chamber 12 is provided in which this incoming steam may accumulate, such chamber 1.2 being substantially annular and made so by a tubular guide 13 passing axially therethrough for the purpose of slidably receiving a reciprocating stem 14 to which are connected lower and upper pistons or plungers 15 and 16 located for reciprocating movement in cylinders 17 and 18 provided within. the casing 4 at the lower and upper portions thereof respectively. The lower piston 15 and its cylinder 17 are shown as of inferior diameter as compared with the upper piston 16 and cylinder 18, in other words the surface area of the piston 15 is shown as less than that of the upper piston 16.

Heads 19 and 20 close the upper and lower ends respectively of the two cylinders 17 and 18 and separate the cylinders from the in termediate annular chamber 12, although minute perforations 21 and 22 are shown as made in the heads 19 and 20. These minute perforations may be of any suitable numbers to provide for communication between the chamber 12 and the cylinders respectively above and below the pistons 15 and 16. The piston 15 is fitted upon the lower end of the stem 14 and desirably takes against a shoulder 23 which arrests its further movement upon the valve stem where it is held by the lock nuts 24 which are threaded upon the lower extremity of the stem.

The piston 15 is provided with suitable packing rings 25 in an appropriate number to prevent any leakage of fluid about the periphery thereof or along the wall of the cylinder 17. In a similar way the upper piston or plunger 16 is provided with piston rings 26 and is seated against a shoulder 27 made by reducing the upper portion of the stem 14, being held tightly against said shoulder by the action of lock nuts 28 threaded on a portion of the stem above the plunger. Of course it will be understood that these pistons or plungers may be held upon the stem 14 in any other suitable way.

At one side a passage 29 is formed between the head 19, cylinder 17 and the outer wall of the casing or shell 4, this passage being in communication at its lower portion with the lower end of the cylinder 17 and with the opening 10 which leads to the steam chest 2. v

Registering ports 30 and 31 are made in the tubular guide 13 at the base thereof just above the cylinder head 19, thelport 31 be ing in alignment with the upper portion of the passage 29 and the companion port 30 being in communication with the chamber 12.

Normally, the blank lower portion of the stem 14 closes the ports 30 and 31, but in a lower position of the stem, such as shown in Fig. 2, an annular recess 32 in the stem is brought into registry with the ports 30 and 31 and permits of a communication being set up between the chamber 12 and pas- .*age 29. The blank portion of the stem 14 at its lower part is provided adjacent the port 31 with a recess of dovetail configuration in vertical. section adapted to receive a block 34 having upper and lower edges inclined to correspond to the walls of the recess.

The outer face of the block 34 is adapted to seat against the rim of the port 31 and to form a tight closure therefor to prevent any leakage of steam from the chamber 12 when the parts are in the position shown in Fig. 3. A number of passages are made through the lower blank portion of the stem 14 to a point at the base of the recess 33 behind the block 34 whereby to lead steam from the chamber 12 to this point to forcibly drive the block 34 against the rim of the port 31 and to effectively seal the same when engine is standing still.

The passages 35 are preferably four in number with two arranged at opposite sides of the center part of the stem 14 up through which passes a duct 36 for oil communicating at its lower end with a pipe or tube 37 forming an extension of the stem and having one or more outlet orifices 38 in its lower end to permit of the escape of the oil. These ports 38 are of small diameter to act as a lil) choke plug so that steam in chest will not hold flow of lubricant back while engine is running under power and while coasting, it acts as atomizer for oil.

The duct 36 passes upwardly above the recess 32 and eomnumicates with a transversely inclined channel 37 which connects with tubular inlet and outlet passages 38 and 39 which. pass through the steam chamber 12 and through the tubular guide13 on the same inclination with the transverse channel 37. The passage 38 communicates with the pipe 8, shown in Fig. 1, and re ceives the supply of lubricant from the. reservoir 7. This lubricant passes through the channel 37 when the parts are in the position shown in Fig. 3, and escapes into the passage 39 which connects with the pipe 9 shown in Fig. 1. p

The axial duct 36 in the stem let is continued upwardly above the transverse channel 37 as is clearly seen in Figs. 2 and 3 and at its upper end it merges with a, lateral branch 40. A slot ll extends downwardly from the outer portion of the lateral branch 40 and opens through the side of the stem 1 tand finally merges at its lower end with the transverse channel 37.

The stem let is shown as extended upwardly through a dome which serves as: a reservoir for the storage of steam. This dome is shown as composed of half sections and l3 having flanges 44: and 45 perforated to receive securing bolts or other fas tenings 46. Within the dome is shown a projecting part 47 which may for convenience be cast with the lower section 42 which incidentally preferably forms one part with the casing or shell 4, and upon this projection and secured thereto as by the bolts or other securing means 48 is a guide bar 49 having a forked end shown in Fig. 5 to straddle the stem 14. and to bear snugly against flat sides 50 thereof to avoid rotation of the stem which might be attended with a failure of the channels, recesses and slots to register.

The upper extremity of the stem is shown as extending through a stuffing box 51 secured as by belts or other fastenings 52 to the upper section as of the dome, the ex posed part of the stem acting as a tell-tale to the engineer to indicate the correct working of the device.

A relief valve 53 is normally held by its spring 541- against a seat 55 provided in one wall of the upper cylinder 18, there being a port 56 through the cylinder wall for allowing steam in the dome which communirates with the upper open end of the cylinder 18 to get into connnunication with the valve 53. The piston 16 normally masks the port 56. but on its descent as shown in Fig. 9 exposes the same. An adjustment of the spring pressure 54k is had by the screw plug 57, the relief valve being removable a unit upon the unscrewing of the plug 57. The relief aperture 58 communicates with the atmosphere through which some of the steam escapes when the valve 53 is open.

The lower cylinder 17 as shown in Fig. 4, is provided with a pair of spaced apart ports 60 and 61, the upper port 60 being closed by the piston 15 when raised, and the lower port 61 being opened when the piston is raised but closed when it is lowered to expose the port 60. These ports both connect with a vertical channel 62 through the shell 4 which leads upwardly to and communicates with the dome, the passage to which is controlled by check valve 63 disposed in the dome and closing against the upper end of the channel 62 which is provided with a valve seat to receive the same.

A spring 6 1 of appropriate strength is used to keep the valve 63 normally seated. A plug 65 which at once forms a guide for the stem 66 of the valve and a tensioning device for the spring 64 is threaded into a lug 67 which may be also cast or otherwise provided within the lower section 42 of the dome, there being a lock nut 68 to hold the plug in its adjusted position.

Still referring to Fig. 4, the lower cylinder wall 17 is provided at its opposite side with a second pair of ports 69 and 70 which both communicate with a barrel 71 formed within the casing or shell at and which is closed at its lower end by a plug 71 capable of being withdrawn for the purpose of cleaning the barrel. The plug has a vent 72 therein of small diameter to permit the condensation to drain off and to carry off the steam pressure in a slow manner.

A projection 73 upon the plug forms a stop for the lower end of the plnnger 74 mounted to reciprocate within the barrel 71. The plunger 74 is connected to a plunger rod 75 that reciprocates in a cylinder 76 forming a continuation of the barrel 71. An annular recess 77 in an intermediate portion of the rod 75 is adapted to place the vent 78 in connection with the passage 79 leading from the dome. A port 80 is made through the wall of the upper cylinder 18 to place the upper end of the plunger rod 75 in communication with a steam source.

A plug 81 is screwed into the side wall of the shell or casing in alignment with the port 80 for purposes of cleaning. A plug 8'2 also closes the head of the small cylinder 7 G in which the plunger rod 75 reciprocatcs.

In a bulged portion 83 running longitudinally of the casing or shell is a passage S-t comn'uiinicating at its lower portion with the space beneath the lower cylinder 17 and adapted to receive steam from the steam chest and to circulate such steam upwardly through the passage 8% and throughout an elbow or right hand branch 85 thereof to a nozzle 86 which projects into the oil passage. The effect of this nozzle is to inject steam into the oil passage in the direction of the flow of the oil and consequently to induce the flow of lubricant which counteracts any back pressure in the valve chest.

Considerable trouble has heretofore been had in lubricating steam chests and cylinders of superheated engines while the eugine is running under power as the lubricating reservoir has saturated steam to balance the pressure in the steam chest so that oil can drop by gravity. The oil in lubricator 7, which is the ordinary lubricator used on locomotives at the present time is according to customary practice under two hundred pounds pressure of saturated steam. lVhile the engine is running under power superheated steam ascends through the passage Sat and is injected through the nozzle 86 under high pressure and velocity into the oil stream and this acts as a booster to aid iii-ejecting the oil through the choke nozzles 3S into the surroumling atmosphere of superheated steam.

In the use of the device, let us first assume that the throttle valve is open and that the locomotive is proceeding under power. In this case, steam will flow through the steam supply pipe 3 to the valve chest 2 and will by the valves be let into opposite ends of the cylinder 1 to drive the power piston. The accumulated steam in the valve chest 2 will also flow upwardly into the pipe 5 and into the upper portion of the casing or shell 4 of the control device, having free access beneath the lower piston 15.

Steam will also flow from the boiler or other suitable supply through the conduit 6 and connection 11 to the annular steam chamber 12. The ports 22 will provide for the steam passing from the chamber 12 to the upper cylinder 18 beneath the piston 16. As in a measure counter-balancing this tendency of the steam to lift the upper piston 16, steam will also get from the annular chamber 12 down through the ports 21 into the lower cylinder 17 above its piston 15; but it will be remembered that the diameter of the lower piston is less than that of the upper piston 16 and consequently the effect of this steam acting in opposite directions upon the two differential pistons will be to raise the pistons and the stem 14: and this action will be materially assisted by the fact that the lower piston 15 will be also raised by the pressure within the valve chest with which its lower side communicates.

The parts thus assume, during actual running. the positions shown in Fig. 4. Here the lower piston closes the port at the right hand side, and T0 at the lefthand side, and opens the ports 61 and 69.

The upper piston 16 closes the relief port 56 and also umnasks the port 80.

The stem 14 is moved so that its lower blank portion will obstruct the communication between the ports 30 and 31 and the block 3 1 will seal the obstruction, the passages being directly in communication with the steam within the chamber 12 by which the block 3% is forced against the marginal wall of such port 31. The transverse channel 37' in the stem is in complete registry with the tubular passages 38 and 31) permitting of a free and uninterrupted flow of lubricant transversely through the control device on an inclination which will facilitate the flow of the oil from the reservoir 7 to the steam supply pipe 3 where it will commingle with the incoming steam and be picked up and carried thereby into the valve chest 2 and power cylinder 1 to thoroughly and faithfully lubricate the moving parts therein.

The steam that ascends from the valve chest to the spaces beneath the lower piston 15, will, as shown in Fig. 1, have free access through the port 69 to the barrel 71 beneath the plunger 7 1 and will tend to raise this plunger wherebythe recessed part 77 thereof will be raised out of registry with the vent 78. It is true that steam from the annular chamber 12 which has accumulated beneath the upper piston 16 will get through the port 80 to the space above the plunger rod 75, but the top surface area of this plunger rod 75 is inferior to the diameter of the plunger Tet and the steam will therefore be ineffective to drive the plunger and plunger rod down in the barrel, so that the vent 78 will remain closed.

Still referring to Fig. 4, the steam received from the steam chest will ascend through the port 61 and through the vertical passage 62 to the reservoir for the storage of steam, and will enter the reservoir for the storage of steam, so long as the pressure in the passage 62 exceeds the combined pressure in the reservoir for the storage of steam, and the strength of the coil spring 61. So soon as this combined pressure is balanced or exceeds that in the passage 62, the check valve 63 will be reseated'and will prevent the further accumulation of steam in the reservoir for the storage of steam.

However, when the throttle valve is shut off, and the engine allowed to drift or coast, or when the locomotive is being towed, no steam will be supplied to the steam chest 2 and consequently the pressure under piston 15 in the steam control device will fall. The accumulated pressure in the reservoir for the storage of steam acting directly upon the upper surface of the upper piston 16 will drive the pistons and the stem 1+1: down to the position shown in Fig. 2. As soon as this occurs, the upper piston 16 exposes the relief port 56 and a predetermined amount of the pressure may leak through the relief 'alve in accordance with the strength of the spring 5 1.

Also the annular recess 32 .in the stem 1 lis brought into registry with the ports 30 and 31 so that steam is allowed to pass from the conduit 6 and the annular chamber 12 to the passage 29 by which it is conveyed downwardly to the valve chest and power cylinder. This supply of steam serves to break the vacuum which the power piston in the cylinder tends to create. The tubular oil passage 39 is also obstructed from direct communication by the blank wall of the stem 14: opposite the branch 410. However, the upper portion of the slot 11 registers with the tubular passage 38 and receives lubricant from the reservoir 7 which is circulated to the upper portion of the central duct 36.

In this instance, the duct carries the lubricant downwardly through the stem and into the extension pipe 37 where the lubricant is permitted to escape through the orifice 38. The oil is thus atomized and is entrained with the passing steam and sprayed upon the walls and parts of the valve chests and cylinders.

The descent of the lower piston 15 will close the ports 61 and 69, as shown in Fig. 4, and open the ports and 70.

The upper piston 16 will close the port 80 and prevent any continuance of the communication of steam between the chamber 12 and the space above the plunger rod '75. Steam is free to pass from the annular chamber 12 through the ports 21 into the upper portion of the lower cylinder 17, out through the port 60 to the vertical passage 62 and thence to the check valve 63 and into the reservoir for the storage of steam, thereby maintaining pressure in the reservoir for the storage of steam, which serves to effectively hold the upper piston 16 down while drifting or being towed.

Steam in the lower cylinder 17 above the piston 15 also circulates through the port to the barrel 71 and serves to keep the plunger 74 and its plunger rod 75 raised and in the same position as when the locomotive is operating under power. The relief valve 53 provides for the escape of excessive pressure from the reservoir for the storage of steam, and it may be adjusted to any drift speed desired.

During the normal running of the locomotive with the throttle open, the steam chest pressure will have access to the space beneath the lower piston 15 and consequently the parts will be raised to the position shown in Figure 4. In this action the movement is aided by the saturated steam which always has access to the lower portion of. the upper piston 16. The superheated steam turthermore passes through the port 69 and getting beneath the plunger 74 raises the same whereby to move the annular groove 77 out of registry with the port 78. No escape is permitted to the steam in the head or dome 4:3 and conseipiently pressure may accumulate in the head or dome by the superheated steam entering through the passage 62.

i i hen the throttle valve is closed, the steam chest pressure immediately falls both beneath the piston 15 and the plunger 74 and the accumulated pressure in the dome or head forces the parts downwardly to the position shown in Figure 2, the saturated steam pressure also getting through the passage to the top of the plunger rod 75 and forcing the same downwardly to permit of a registry between the plunger rod groove 77 and the port- 78 whereby the pressure in the head or dome may be evacuated through the passage 79. This lower position of the plunger rod 75 and plunger 74 occurs for only a short time or in other words for so long a time as it requires the saturated steam from the central chamber 12 to get through the ports 21 into the cylinder 17 and above the piston 15 and into the passage 7O beneath the plunger 74, as this steam will again promptly raise the plunger and plunger rod 75 owing to the greater area of the plunger 74 and the closing of port 80 by the upper piston 16. The descent of the upper piston 16 as shown in Figure 2 also exposes the relief port 56 and the remaining pressure in the head or dome will be evacuated under the control of the relief valve 54-. This valve will be set to some predetermined pressure, say for instance five pounds so that a pressure of five pounds will be retained in the dome or head. This accumulated pressure of live pounds acts on the upper piston 16 to hold the parts in the lower position during drifting whereby the stem will open the communication between the saturated steam chamber 12 and the passage 29. When the locomotive slows to a stop, the locomotivepistons move too slowly to use up the steam fed through the passage 29 and a back pressure is set up against the under side of the lower piston 15 which raises the parts when the five pounds pressure in the dome or head is overcome.

Just before the engine comes to a complete stop the steam in steam chests and cylinders has exhausted to the atmosphere. The parts will thus be lifted in the raised position shown in Figure 4: and there being no pressure now beneath the lower piston 15 and consequently none beneath the plunger 74;, the latter. and the plunger rod 75 will drop aided by the saturated steam pressure in chamber 12 having access to the top of the plunger rod 7 5 through the ports 22 and 80. Thus during the entire standing of the locomotive the plunger rod groove 77 will be in registry with the ports 79 and 80 and any leakage of steam entering the head or dome may escape out through the passage 79 to the atmosphere. This eliminates the possibility of any accumulation of steam in the head or dome moving the pistons 15 and 16 downwardly.

It is quite possible that the saturated steam in the lower part of the upper cylinder 18 may leak about the upper piston 16 while the locomotive is standing for long periods of time and the escape of this pressure is taken care of by the open ports 78 and 79.

It is noted that the block 3% will etfectually close the port 31 and prevent the boiler pressure from getting beneath the lower piston 15 where it might have an opportunity to spread to the barrel 71, as this might interfere with the descent of the plunger 74: and plunger rod 75. The block 3% is pressed by the boiler pressure against the rim of the port 31 as previously described. It will be understood that vent ports for condensed steam may be placed wherever desired.

It will be appreciated from the foregoing that we have provided a compact control device of few and simple parts operating automatically without the special attention of the engineer and acting to insure the delivery of lubricant and steam. to the moving parts of the valve chest and power cylinder without regard to whether the locomotive is moving under power or is only drit'ting, coasting or being towed, and wherein further, the objectionable vacuum forming will be avoided and the parts constantly kept moist and warm by the circulation therethrough of steam under suitable pressure.

When the locomotive is in standing position, leakage from the steam chest passes through port 61 and passage 62 into the dome, and leakage around the upper piston rings will also pass into the reservoir for the storage of steam, and any leakage from the chest will enter the reservoir for the storage of steam and escape through the passage 7 9 and port 78.

It is obvious that various changes and modifications may be made in the details of construct-ion and design of the above specifically described embodiment of this invention without departing from the spirit thereof.

\Vhat is claimed is: 4

1, A control device comprising a casing in communication with a lubricant source and the steam supply pipe and valve chest of an engine, a reciprocating valve stem in the (res ing, a plunger moving with the valve stem and in communication at one side with the pressure in the valve chest, said valve stem having a duct to place the lubricant source in connection with the valve chest and a channel to place the lubricant source in connection with the steam supply pipe, and means whereby the valve stem may be shifted upon reduction of pressure in the valve chest.

2. A control device comprising a casing in communication with a lubricant source and with the steam supply pipe and valve chest of an engine, said casing having a chamber therein in connection with a supply of boiler steam, cylinders in the casing, plungers movably mounted in the cylinders, a valve stem rigidly connected to the plungers and moving therewith, said valve stem having ports therein adapted to alternately place the lu bricant source in communication with the steam supply pipe and valve chest and also having a cut away portion adapted to place the boiler steam chamber in connection with the valve chest, one face of one plunger being directly in communication with the val-vechcst, and a reservoir adapted to collect steam under pressure from the valve chest and in communication with an opposed face of the other plunger.

3. A control device comprising a casing in communication with a lubricant source and the steam supply pipe and valve chest of an engine, a non-rotatable valve stem mounted to reciprocate in the casing and having ports to place the lubricant source in communication both with the steam supply pipe and valve chest, a plunger connected rigidly to the alve stem and in communication at one side with the valve chest, a second plunger also rigidly connected to the valve stem, a reservoir in communication with an opposed face of the second mentioned plunger and receiving steam from the valve chest, and means for relieving the pressure in the steam reservoir when the second mentioned plunger is in one position.

4-. A control device comprising a casing in communication with a source of lubricant supply and the steam supply pipe and valve chest of a locomotive, cylinders of unequal diameters in said casing, plungers also of unequal diameters fitted to reciprocate in said cylinders, a valve stem extending between said plungers and rigidly connected thereto, said valve stem having ports to place the lubricant source in connection with the steam supply pipe and steam chest, the lower face of the lower plunger being in comumnication with the valve chest prcssure, a reservoir above and in communication with the upper face of the upper pluuger, said casing having a passage for placing the steam reservoir in. connection with the valve chest pressure, valve means for controlling the entrance of steam to the steam reservoir through said passage, and a relief valve for the steam reservoir operative when the upper plunger is lowered.

5. A control device comprising a casing in communication with a lubricant source and with the steam supply pipe and valve chest of an engine, cylinders of unequal diameters in the casing, plungers titted to reciprocate therein, the cylinder of smaller diameter being in communication at one end with the valve chest pressure, a control valve stem rigidly connected to said plungers and having ports to set up communication between the lubricatingsource and both the steam supply pipe and valve chest, a steam reservoir in communication with the outer surface of the larger plunger for holding pressure against said plunger, said casing having a passage placing the steam reservoir in communication with the valve chest, valve means for controlling the entrance of steam to the reservoir, exposed for opening only when the larger piston is in an inner position, and other means to carry off the pressure from the reservoir opened when the larger piston is in the outer position.

(5. A control device comprising a casing in comn'mnication with a lubricant source and with the steam supply pipe and valve chest of an engine, a governing member mounted for vibratory movement in the using and having ports for placing the lubricating source in communication both with the steam supply pipe and valve chest directly, means whereby the pressure of super-heated steam in the valve chest may move the valve stem in one direction, a steam reservoir in controlled communication with the valve chest pressure and adapted to collect a supply of steam for driving the valve stem in the other direction when the valve chest pressure falls, said steam reservoir having a normally closed vent for the pressure, and means for opening such vent.

7. A control device comprising a casing in communication with a lubricating source and with the steam supply pipe and valve chest of an engine, a reciprocating valve stem in the casing having ports to place the lubricating source in connection both with the steam supply pipe and the valve chest directly, a plunger connected to one end of the valve stem and being in communication directly with the valve chest, a steam reservoir in connection with an opposed face of the other plunger and being in controlled communication with the steam chest, a barrel in the casing exposed to steam pressure above and to the steam chest pressure below, a plunger in the barrel, a plunger rod moving with the last mentioned plunger, said casing having a vent tor the reservoir normally closed by said plunger rod and opened in one position of the plunger rod.

8. A control device comprising a casing in communication with a lubricating source and with the steam supply pipe and valve chest of a locomotive, a reciprocating valve stem in the casing having ports adapted in one position to place the lubricating source in connection with the steam supply pipe and valve chest and in another position of; the valve stem to place the lubricating source in connection with the valve chest only, said last mentioned port having numerous outlet orifices, and a source of boiler steam adapted under the control of said valve stem to issue past the outlet orifices.

9. An attachment for locomotives comprising a casing having a chamber in connec tion with a source of steam supply and with the locomotive steam chest, movable control means in said casing for opening and closing the communication of the chamber with the steam chest, said control means being exposed at one end to the steam chest pressure whereby the steam chest pressure may shift, said control means to closed position during normal running, a reservoir at the other end of the control means also in connection with the steam chest pressure, means to trap the pressure in the reservoir whereby when the steam chest pressure falls the reservoir pressure may become active to shift the control means in an opposite direction and open the communication between the chamber and steam chest, said casing having a vent for the reservoir, and movable means normally closing said vent and exposed to the pressure in the steam chest at one end and to the chamber pressure at the other end, the chamber pressure adapted to shift said lastnamed means to open the vent when the pressure within the steam chest falls below the chamber pressure.

10. An attachment for locomotives comprising a casing, pistons movably mounted therein, a piston rod connecting said pistons and including a valve portion, a chamber between the pistons in communication with a source of steam supply and with the locomotive steam chest as controlled by said valve portion, said casing having passages placing the outer end of each piston in communication with the steam chest, a reservoir about the outer end of one piston to receive accumulated pressure, means to retain the accumulated pressure in the reservoir, a relief valve in the cylinder adjacent the reservoir exposed when the piston is in an inner position, said casing having a vent for the reservoir, and movable means normally closing the vent and exposed to the steam chest pressure at one side and to the chant ber pressure at the other side when the piston adjacent the reservoir is in an outer position, said movable means adapted to be shifted by the chamber pressure to open the vent when the pressure in the steam chest falls below the chamber pressure.

11. An attachment for locomotives comprising a casing in communication with a source of steam supply and with a lubricant supply, said casing also in connection with the locomotive steam chest, control means -z movably mounted in the casing for opening 7 and closlng the communlcation of the steam supply to the steam chest, said control means being exposed directly to the steam chest pressure at one side and to an accumulated pressure from the steam chest at the other side, means to place the lubricant supply to the casing in connection with the locomotive steam pipe, said control means having a 10 passage to place the lubricant supply in communication with the steam pipe in one position of the control means and to cut off the lubricant supply in a subsequent position, said control means further having; a passage open to the lubricant supply in either position for srupplying lubricantto the steam chest.

In testimony whereof We afilx our signatures.

CHARLES STERN. RICHARD V. BRADEN. 

